Sail-powered vehicle

ABSTRACT

A sail-powered vehicle having a mobile base including at least one mast to which at least one sail support is connected including an upper end fastened at a top point of the mast and a lower end fastened near the mobile base, where the lower end of the sail support is towards the outside of the longitudinal median axis of the vehicle, and towards the bottom.

TECHNICAL FIELD

The present invention concerns a sail-powered vehicle whereof one wishes to improve the performance, in particular for closed haul sailing. All sail-powered vehicles, whether on water or land, will hereinafter generically be referred to using the term sailboat.

BACKGROUND

We are interested in sails, for example jibs or mainsails, whereof the particularity is to be stretched between, on one hand in the front, a sail support, and on the other hand a boom or, in the rear, one or several sheets. On traditional sailboats, the sail support can also be the sail furler. For a mainsail, the sail support is a mast.

It is necessary to specify the notion of deck level of the sailboat. On a sailboat, the deck level is not the same everywhere and not all sailboats have a deck. Reference plane P1 is the horizontal plane (parallel to the surface of the water, or ground, depending on the case) when the sailboat is in the rest position (without heel and traditional position for the sail). For a mainsail, this plane P1 passes through the point where the mast meets the deck. For a jib or sail of the same type, this plane passes through the jib tack. This plane P1 is tied to the sailboat, and tilts with it when it heels on one side or the other. The plane of the deck of the sailboat is then defined as being this plane P1. The level of the deck of the sailboat will therefore refer to the level of this plane P1.

When a sailboat navigates using beam wind, and more particularly when it sails upwind on the closed haul, the wind creates a force that is applied on the sail perpendicular to its surface. The torque due to this force tends to tilt or heel the sailboat, which slows it down, for different reasons, including, among others:

the wind on the tilted sail tends to weigh the sailboat down,

the tilted sail has less hold for the wind, and the movement of air from the bottom towards the top due to the incline makes the sails fairly ineffective,

need for a very heavy ballast (30% of the weight for a traditional sailboat, 50% of the weight of an offshore racing boat, 80% for a sailboat of the “America's cup” type), etc.

The pressure of the water on the drift or keel also contributes to causing the sailboat to list. It should be noted that the term drift may be used indifferently to refer to a drift or keel (this term may also be replaced by anti-drift hereinafter).

The problem is therefore one of decreasing the heeling torque due to the forces of the wind and the water, so that these drawbacks are lessened or eliminated.

There are different methods for doing this. One consists of offsetting the sail support towards the outside of the sailboat, on the side under the wind. If the offset is sufficient, it can be shown that the heeling torque created by the pressure of the wind on the sails is thus decreased.

However, the devices existing to date to implement this method are insufficient to obtain the desired result. They complicate the construction of the sailboat, and the advantages provided do not justify the means.

BRIEF SUMMARY

The device according to the invention uses this method, while improving the existing devices. A complementary device also makes it possible to decrease the moment of the torque due to the pressure of the water on the drift (when the vehicle is a sailboat). This involves a sail-powered vehicle comprising a mobile base including at least one mast to which at least one rigid sail support is connected comprising, on one hand, an upper end fastened towards the top of the mast, and on the other hand, a lower end fastened near the mobile base and spaced away from the median axis of the sailboat, on the side under the wind, such that this lower end of the sail support can be lowered in relation to the deck of the sailboat, this lowering being adjustable.

By spacing the lower end of the sail support away from the longitudinal median axis and lowering it in relation to the hull of the sailboat, one contributes, with suitable adjustment of the sail sheet or the boom, to offsetting the lower portion of the sail, towards the outside of the sailboat, on the side opposite the source of the wind, and downwards.

We will call: traditional position of the sail or sail support (or central position), the position of the sail, and of said support, when the tack point is not offset, i.e. when said point is then located on the median axis of the sailboat, as on a traditional sailboat.

Advantageously, the lower end of the sail support goes outside the hull (the outer hull for a multihull) on the side under the wind, and can be lowered below the level of the sailboat deck.

It can be lowered still further, markedly below said level, if the sailboat is in counterheel, and even more if the sailboat is in counterheel and raised on foils.

Advantageously, the sailboat is provided with a transverse rail, on which a wagon moves, to which the lower end of the sail support is fastened, characterized in that the end of the rail goes outside the hull, and below the deck level.

The terms rail and wagon can also be replaced by slide and traveler, and generally designate any device making it possible to move a part, the wagon or the traveler, along another straight or curved longitudinal portion, the rail or the slide.

Advantageously, the rail itself can be moved, to increase the outward offset and lowering of the lower end of the sail support.

Advantageously, the rail support moves, itself sliding on another rail. This other rail is fastened to the sail, or itself slides on another rail, i.e. there can be several levels of sliding rails.

Advantageously, the support of the rail moves due to the fact that it can pivot owing to one or several pivoting supports.

Advantageously, part of the arm, in particular the part of the arm going outside the hull, can be folded in using a hinge, or any other means, towards the inside of the sailboat and/or towards the front or back (in particular to decrease its bulk in ports).

According to another device, the lower end of the sail support is moved using an arm. The arm has an inner end fastened to the structure, in general close to the longitudinal axis, using a hinge making it possible, by pivoting, to move its other end, on both sides of the vehicle. The other end of the arm supports the lower end of the sail support. The same arm can thus ensure the movement of the lower end of the sail support from one side to the other, and in the intermediate positions, and in particular in the traditional (central) position of the sail support.

Advantageously, the arm is made up of at least two bars hinged to each other, each of the bars being able to be telescopic, and being able to pivot on itself.

To facilitate the explanation, hereinafter only the case of arms with two bars will be taken into account, but the arm can have more than two bars.

The two bars can deploy, along their hinges, while staying in a vertical plane, preferably for a mainsail, or in a horizontal plane, preferably for a jib. They can also be in an inclined plane. But they can also move in the space outside any plane, along their hinges, and a fortiori if they pivot on themselves.

Preferably, the sailboat is provided with a fixed rail on the structure of the sailboat. On this rail circulates a wagon on which one of the bars making up the arm can bear. This rail can be transverse, circular, or of any other shape, it is for example fastened on the deck. It can go outside the hull.

Alternatively, the sailboat is provided with a U-bolt (or oarlock) on each side, fastened on its structure, towards the outside of the sailboat. This U-bolt is intended to receive one of the bars making up the arm, to serve as support and guide for it.

The arm, when it deploys from the traditional or rest position, must pivot such that one of its bars joins the U-bolt as soon as possible. At that time, the arm is held at 2 points, the inner hinge point and the U-bolt. The U-bolt thus ensures better rigidity for the arm and sail support assembly.

The U-bolt plays a role similar to the wagon in its rail mentioned above, the difference relating to the fact that the wagon continuously keeps and guides one of the bars of the arm, while the U-bolt only comes into play in the second part of the deployment of the arm.

In both cases, when the arm is completely deployed, the first bar is held at two points, but it is still necessary to ensure the rigidity of the second. Several devices can be suitable: a device for locking the second arm on the first, in the extension of the first, or with a given angle, fixed or adjustable. The U-bolt or wagon can also be used to perform this role.

According to another embodiment making it possible to achieve our aim, the sailboat is provided with two arms, one on each side (unlike the preceding devices where a same arm made it possible to move the end of the sail support on either side of the sailboat).

For each of the arms, one end is fastened by a hinge to the structure of the sailboat, in a location situated towards the outside in relation to the median axis of the sailboat. Structure also refers to the extensions of the structure, such as a support or post, outside the hull, connected to the structure strictly speaking.

The second end of each of the two arms is provided with a clip (or a hook or any other catching means) to catch the lower end of the sail support. This lower end is sometimes supported by the clip of one of the two arms, and sometimes by the clip of the other arm.

In the rest position, the second end of the two arms joins the plane of symmetry of the sailboat and the sail support is held by the two clips of the two arms. To move the sail support on one side of the sailboat, one of the clips stops holding the sail support to allow the other to carry it in its movement from the inside towards the outside of the sailboat. The arm can have several bars, which can be telescopic.

Advantageously, towards the end of the arm is a float, or a small hull. This advantage is more specific to single-hulled vessels. A float at the end of the arm provides additional stability and safety, made more necessary due to this elimination or decrease of the ballast under the sail.

Advantageously, the sail support is attached to a high point of the mast using a fastening means, allowing the movement of the sail support in relation to said high point. The mast can be shorter than the sail support.

Advantageously, the sail support is provided with a slide on part of its length, whereof the traveler is fastened on the mast (towards the top) (it is the slide, fastened to the sail support, that is mobile, and the traveler that is fixed in relation to the mast). The sail support is therefore able to move, held in two places: mid-height in this point, and at the bottom by one of the devices previously seen.

Alternatively, the sail support is connected to a high point of the mast by an arm, one end of which is connected to said high point of the mast by a hinge, and the other end to a point of the sail support, by another hinge at that point.

Advantageously, the mast can be tiltable. This makes it possible to increase the counterheel moment, and to increase the lift of the sail (i.e. the vertical component v of the force of the wind on the sail F).

Preferably, and more particularly if the sail is not provided with a boom, associated with the sail spaced away from the longitudinal median axis is at least one sheet passage for said sail. The distance between the longitudinal median axis and said sheet passage is greater than the distance separating the lower end of the sail support from the longitudinal median axis, and can be adjustable. The height, in relation to the deck, of the sheet passage can also be adjustable. The sheet passages can be mounted on one or several transverse arms, whereof the length and height can possibly be adjustable in relation to the deck level. All of the means mentioned above to move the lower end of the sail support can be used to move the sheet passage(s).

Advantageously, the sheet passage of the jib is supported by (or connected to) the arm that already supports the mainsail support.

Advantageously, the sail is provided with a sail return, which is a piece of fabric (or any other flexible or rigid material), connected along the lower edge of the sail and coming back towards the inside of the sailboat while being held using cords or any other means, and serving to channel the air. This piece of fabric can be the same piece of fabric as the sail; in this case, the sail is cut out with an extension serving as sail return.

Indeed, the wind creates pressure on one side of the sail, and a depression on the other. Along the lower edge, the air moves around and passes from the side under pressure to the other side. This makes a kind of short circuit, and considerably decreases the pressure difference between the two sides of the sail, and therefore the effectiveness of the lower portion of the sail. The sail return opposes the short circuit, the channeled air no longer being able to escape except rearwardly, and all of this creates an effect that will be called the “turbo” effect, which increases the speed of the sailboat.

Advantageously, the sail sheets are fastened to the sail return, which gives them a second role of bringing the sail return back towards the inside of the sailboat.

Advantageously, the vehicle is a sailboat. The sailboat can be a single- or multi-hull vessel.

Alternatively, the vehicle is a sandsailer.

Advantageously, the sail support is a mainsail support.

Alternatively or complementarily, the sail support is a jib support.

Advantageously, the sailboat is provided with one or several anti-drift(s), each anti-drift being a submerged surface opposing the drift movement. In relation to a traditional anti-drift, the anti-drift here has a shape and an incline such that the force resulting from the pressure of the water on the anti-drift creates a lesser heel moment than with a traditional anti-drift. This heel moment can be decreased, null, or inverted, or controlled depending on the shape and/or incline and position of said surface.

One anti-drift can be central. The anti-drifts can also be mounted in pairs. There can be one or a pair of anti-drifts towards the front, one or another pair towards the back that can also serve as rudder.

Advantageously, the sailboat is provided with a pivoting anti-drift that is a surface fastened to the end of a support made up of one or several arms, one end of which is fastened to the anti-drift, the other to the sailboat using a hinge pivoting around a horizontal axis in the plane of symmetry of the sailboat, around which the support pivots while making the anti-drift pass under the sailboat, from one side to the other.

Advantageously, the sailboat is provided with (at least) two pivoting anti-drifts, one (or one of the two) on each side of the sailboat, each pivoting around an axis. This axis can be horizontal and parallel to the plane of symmetry of the sailboat.

Advantageously, the anti-drift also has a foil effect. For this, this axis parallel to the plane of symmetry of the sailboat, instead of being horizontal, is slightly lifted towards the front, which gives the anti-drift an additional lift (or foil) effect.

Advantageously, the central anti-drift is supported by a support pivoting around a horizontal axis, this support also serving as arm causing the rail of the sail support wagon to pivot.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will be better understood using the detailed description that follows in regard to the appended drawing, in which:

FIGS. 1 to 3 show a trimaran, with a mast supporting a jib, in rear or top view, with different variations depending on whether the arms are hinged, and whether the mast can be tilted.

FIGS. 4 to 14 show different embodiments of the arms to move the sail supports and/or the sheet passages, valid for single-hull and multi-hull sailboats, on foils or traditional,

FIGS. 15 and 16 show an embodiment with one arm on each side, and a clip at the end of each one.

FIGS. 17 to 20 show different embodiments of a movable rail.

FIGS. 21 to 22 show the embodiment of a foldable rail,

FIG. 23 shows the embodiment of an arm with float,

FIG. 24 shows an embodiment of high fastening of the sail support,

FIG. 25 shows the embodiment of a sail return,

FIGS. 26 to 34 show different embodiments of anti-drifts.

FIGS. 31 to 34 also show an embodiment of a movable rail.

DETAILED DESCRIPTION

In the different figures:

The sailboat has a hull 20 supporting a mast 10 situated on a longitudinal median axis of said sailboat. The mast 10 supports a sail 6. The sail picks up the wind. The indication (W) shows the direction of the wind.

F is the result of the force of the wind on the sail 6 (with intensity |F|), applied to the center of gravity 3 of the sail (FIGS. 3, 6, and 7).

d is the (algebraic) distance between the straight line f supporting the force F, at the heel axis 4. The rotational moment m due to the force of the wind on the sail 6 is: m=d×|F|. Moreover, the force F exerted by the wind on the sail 6 also has a vertical component v.

More specifically, FIGS. 1 and 2 show a trimaran that has a tack point fastened on a wagon 30 moving on a guideway 31. FIG. 2 is the top view.

In FIGS. 1 and 2, the trimaran is in counterheel, and its arms are hinged.

FIG. 3 shows the same trimaran, with a tiltable mast. This may or may not be associated with hinged arms. Thus, the sail can be inclined practically at will.

FIGS. 4 to 16 show a sailboat with an arm made up of two hinged bars. The first bar 45-46 is hinged at its fastening point 45 on the structure of the sailboat. The other part 46-47 is hinged at 46 with the 1^(st) bar, and its end 47 supports the lower end of the sail support.

In FIGS. 4 and 6, the arm is folded and the sail support 12 is in the central position (configuration of traditional sailboats). In FIG. 4, the folded arm is positioned towards the bottom, and the folded hinge 46 is located below the fastening point 45, whereas, conversely, in FIG. 6, the folded arm is positioned towards the top.

FIG. 5 corresponds to FIG. 4, with the arm deployed. Likewise, FIG. 7 corresponds to FIG. 6, with the arm deployed. In this second case, the unfolded arm rests on a U-bolt 48. The 2^(nd) bar 46-47 must be kept in position at the end of the 1^(st) by a mechanism that is not shown. The U-bolt itself can be designed to contribute to playing this role.

FIGS. 8 to 11 show different views of a same sailboat provided with a jib and a mainsail. FIG. 8 is the top view, the arm in the central (traditional) position. FIG. 10 is the top view, the arm in the deployed position.

In this example, for the jib, the bars of the arm stay in an approximately horizontal plane, whereas for the mainsail, the bars of the arm stay in an approximately vertical plane, and the hinge 46 between the bars is located towards the top in the central position.

For the mainsail, the rail is 31, the wagon 30, the 1^(st) bar 45-46, the 2^(nd) 46-47. For the jib, the numbering is obtained by adding 100: the rail is 131, the wagon 130, the 1^(st) bar 145-146, the 2^(nd) 146-147.

The boom is 17, the jibsheet 13, the sheet passage 29, whereof the support is supported by the bar 46-47 of the arm of the mainsail (only part of the jibsheet 13 is shown).

FIG. 9 is the left view of view 8, but only the mainsail device is shown, and likewise, FIG. 11 is the left view of view 10, but only the mainsail device is shown. In this FIG. 11, downward movement of the end 47 of the 2^(nd) bar depends on the length of each of the bars, the position of the hinge 46 in relation to that of the wagon 30. The end 47 could also be located at the wagon 30, and it is the shape of the wagon 30 that would ensure the movement of the end 47. The movement of the end 47 of the 2^(nd) bar can also be controlled by causing the 1^(st) bar 45-46 to undergo a rotation on itself.

FIGS. 12 to 14 show different views of a same sailboat provided with a jib. FIG. 12 is the top view, the arm in the central (traditional) position. FIG. 13 is the top view, the arm in the deployed position. Only the jib is shown, and the rail is an arc of circle. FIG. 14 shows the arm and the support of the jib, this time.

FIGS. 15 and 16 show a sailboat with two arms: one arm 46, 47 fastened on the structure by a hinge at 46, on one side, and an arm 46′ and 47′ on the other side. Each of the ends 47 and 47′ is provided with a clip (or hook) to be able to catch/release, in turn, the lower end of the sail support. In FIG. 15, the two arms are folded and the sail support 12 is in the central position (configuration of traditional sailboats), supported by the two clips at the end of each of the two arms. In FIG. 16, one of the arms is unfolded, its clip in 47 supports the sail support 12 and offsets it outwardly. In other words, the lower end of the sail support is supported sometimes by one arm at 47, sometimes by the other at 47′. In the central position, the two clips hold the lower end of the sail support, and when this sail support is moved from one side to the other, one of the clips uncatches, and the other takes, by itself, the lower end of the sail support and the end of the boom, if there is one. The pivot 46 can be fastened on the structure of the sailboat, on the edge, or to the outside of a post 48, as is the case in the figure.

For the devices of FIGS. 4 to 16, it is necessary, as much as possible, that it be the wind that ensures the movement of the arm and the parts must be dimensioned accordingly. The movements of the parts are limited by stops, which are not shown here. If the wind is not sufficient, halyards must be provided in certain cases, which are also not shown here.

FIG. 17 shows a catamaran with a rail 31 in arc of circle (or another shape) going outside the hull, and oriented downwards, on which a wagon 30 slides supporting the lower portion of the sail support 12. Illustrated in the same figure is the sail support 12 a in the central position when the wagon 30 is brought back to the center. This is the configuration of traditional sailboats. The wagon can, of course, slide on the other side, up to the other end of the rail.

FIG. 18 shows a catamaran similar to the preceding one, but whereof the rail can be moved. The movement device is formed here by a guideway below the rail, making it possible to move it, thereby making it possible to further offset the lower portion of the sail support.

FIGS. 19 and 20 show a sail whereof the rail 31 can be moved, due to the fact that it is supported by a support 40, pivoting around the axis 60.

In FIGS. 21 and 22, the sail is provided with a rail, on which a wagon can slide supporting the lower end of the sail support. In FIG. 21, the two arms are folded and the sail support 12 is in the central position (configuration of traditional sailboats). In FIG. 22, one of the rails is unfolded, i.e. the mobile portion of the rail pivots around the hinge 46, the end 47 supporting the sail support 12 is offset. The pivot 46 can be fastened on the structure of the sailboat, or on the outside to a post 48-46, as is the case in the figure; cross-pieces (not shown) keep the mobile arm in position and ensure the rigidity of the assembly. The rail is horizontal at point 45 of the median axis, so that the wagon can easily slide from one side to the other.

It is the force of the wind, given the dimensioning of the parts, that can ensure, each time, the movement of the wagon on the rail, and the movement of the rail itself, such that a manual or motorized intervention is not essential.

In FIG. 23, the arms are provided with floats at their ends.

Let us return to FIGS. 4 and 5. The sail support 12 is provided with a guideway 58, allowing it to slide in relation to the point 59 of the mast (close to the apex) and provided with a fixed traveler (or wagon).

In FIG. 24, the sail support is connected to a high point of the mast by an arm 55, one end 56 of which is connected to said high point of the mast by a hinge, and the other end to a point 57 of the sail support, by another hinge at that point. To provide more rigidity to the mast and sail support, the apex of the mast is provided with a recess in which the sail support rests, when it is in the inclined position. Likewise, when the sail support is vertical (traditional position), a fastener towards the top of the mast, not shown, connects the apex of the mast to the sail support, to reinforce the rigidity of the assembly.

In FIG. 25, along the lower portion of the sail is sown, or fastened using any suitable means, a sail return 62, which is a piece of fabric, or any other material, connected along the lower edge of the sail (or an extension of the sail from the boom in the same piece of fabric), coming back towards the inside of the sailboat. The air is captured between the sail and the sail return, and will only be able to escape rearwardly, to create the “turbo” effect.

FIGS. 26 to 30 show sailboats with their anti-drifts.

In FIG. 26, the sailboat is provided with two traditional lateral drifts 63. The torque due to the force F exerted by the pressure of the water on the drift is equal to F×d, d being the distance from the straight line supporting F to the heel center.

In FIG. 27, the sailboat is provided with two lateral drifts 63. The torque due to the force F exerted by the pressure of the water on the drift is equal to F×d′, d′ being smaller than d, even being able to be zero, or negative, depending on the positions.

In FIG. 28, the sailboat is provided with an anti-drift 63, fastened to the end of a support 64 pivoting around the axis 60.

In FIG. 29, the sailboat is provided with an anti-drift 63, fastened to the end of a support 64 pivoting around the axis 60, and the surface of the anti-drift is also hinged (65) with the support.

In FIG. 30, the sailboat is provided with an anti-drift 63, fastened to the end of a support with two parts.

The devices of FIGS. 26 to 30 involve hinges between parts. For each hinge, there are stops that limit the pivoting. It is the pressure of the water, given the dimensioning of the parts, that can ensure the pivoting each time, with the result that any manual or motorized intervention may not be essential.

In FIGS. 31 and 32, the anti-drift support 63 is fastened to the end of a support 40 pivoting around the axis 60, this support 40 which is the support of the pivoting rail 31 at the same time.

FIGS. 33 and 34 show a sailboat whereof the rail 31 can be moved, due to the fact that it is supported by two pivoting supports 40.

We have considered the case of closed haul sailing where the sail arm is placed on the side opposite the side from which the wind originates. For other points of sailing, on the contrary, this sail arm can be placed very differently; for example, with following wind or quartering tail wind, the sail arm can be placed on the side from which the wind originates, to put the sail on either side of the sailboat and balance it in relation to the wind. For other points of sailing, there may be intermediate positions, depending on the case.

In other words, the arm improves the performance of the sails not only in closed haul, but also other points of sailing.

The device according to the invention is intended for centerboarders, and all types of sailboats, single- and multi-hull vessels, and sandsailers. It is even more particularly intended for sailboats that one wishes to make squat, and sailboats equipped with foils.

Although the invention has been described with specific embodiments, it is quite obvious that it is in no way limited thereto and that it includes all technical equivalents of the means described as well as combinations thereof if they are within the scope of the invention. 

1. A sail-powered vehicle comprising: a mobile base including a keel or drift, at least one mast to which at least one rigid sail support is connected comprising an upper end fastened at a top of the mast and a lower end fastened near the mobile base separated from the median axis of the vehicle on a side under the wind, the separation being adjustable, wherein the lower end of the sail support can be lowered in relation to the deck of the vehicle, said lowering being adjustable.
 2. The vehicle according to claim 1, equipped with a transverse rail along which a wagon can move supporting the lower end of the sail support, wherein the end of said rail goes outside a hull of the vehicle, and below a plane of the deck.
 3. The vehicle according to claim 2, wherein the rail can itself be moved towards an outside of the vehicle, on the side under the wind.
 4. The vehicle according to claim 2, wherein support of the rail can move by sliding along another rail itself, said other rail being fastened to the vehicle, or sliding on another rail.
 5. The vehicle according to claim 4, wherein the support of the rail can move due to the fact that it can pivot owing to one or several pivoting supports.
 6. The vehicle according to claim 2, wherein the rail can be folded towards an inside of the vehicle.
 7. The vehicle according to claim 1, wherein the lower end of the sail support can be moved using an arm made up of at least two bars hinged to each other, each of the bars being able to be telescopic, and being able to pivot on itself.
 8. The vehicle according to claim 9, wherein one of the bars making up the arm can bear on a wagon sliding on a rail fastened on a structure of the vehicle.
 9. The vehicle according to claim 7, wherein one of the bars making up the arm can bear on a U-bolt or oarlock fastened on a structure of the vehicle, intended to receive the arm(s), and serve as support and guide for the latter.
 10. The vehicle according to claim 1, wherein the vehicle is provided, on each side, with an arm whereof one end is fastened to a structure of the vehicle by a hinge, and another end is provided with a clip or hook or any other catching means, such that the lower end of the sail support is supported sometimes by the clip of one of the two arms, and sometimes by the clip of the other arm.
 11. The vehicle according to claim 1, wherein the sail support is attached to a top point of the mast using a fastener at said top point, allowing movement of the sail support in relation to said top point.
 12. The vehicle according to claim 1, wherein the sail support is provided with a slide on part of a length, wherein the slide is fastened on the mast towards the top such that the slide, fastened to the sail support, is mobile, and the slide that is fixed in relation to the mast.
 13. The vehicle according to claim 1, provided with at least one sail with a sheet, wherein, associated with the sail spaced away from a longitudinal median axis and/or lowered in relation to the deck, is at least one sheet passage outside a hull of the vehicle, a distance between the longitudinal median axis and said sheet passage is larger than a distance separating the lower end of the sail support from the longitudinal median axis and can be adjusted, and a height position in relation to the hull of the vehicle of the sheet passage can also be adjustable.
 14. The vehicle according to claim 13, wherein the sheet passage of a jib is supported by or connected to an arm that supports a mainsail support.
 15. The vehicle according to claim 1, wherein the sail is provided with a sail return, which is a piece of fabric, or any other material connected along a lower edge of the sail and coming back towards an inside of the vehicle, serving to channel air.
 16. The vehicle according to claim 1, wherein the sail is provided with a one or several anti-drift(s), which is one or several submerged surface(s) opposing a drift movement, having a shape, incline and position such that a force resulting from a pressure of water on the anti-drift creates a heel moment less than that of a traditional drift, which can be decreased, cancelled, or reversed, or controlled depending on a shape and/or incline and positioning of said surface.
 17. The vehicle according to claim 1, wherein the vehicle is provided with a pivoting anti-drift supported by an arm, or several fastened to an end of a support whereof one end is fastened to the anti-drift, the other to the vehicle using a hinge pivoting around a horizontal axis in a plane of symmetry of the vehicle, around which the support pivots while making the anti-drift pass under the vehicle, from one side to the other.
 18. The vehicle according to claim 1, wherein the vehicle is provided with (at least) two pivoting anti-drifts, one on each side of the vehicle, each pivoting around an axis, which can be horizontal and parallel to a plane of symmetry of the vehicle.
 19. The vehicle according to claim 18, wherein the anti-drift also has a foil effect. 